Federal Railroad Administration 

Ohio 3C Quick Start Passenger Rail Service

DRAFT 

FINDING OF NO SIGNIFICANT IMPACT 

Submitted pursuant to the Council on Environmental Quality Regulations implementing 

the National Environmental Policy Act of 1969, as amended 

By the 

U.S. Department of Transportation 

Federal Railroad Administration, 

Ohio Department of Transportation, 

and 

Ohio Rail Development Commission 

_________________ ________________________________ 

Date of Approval for Federal Railroad Administration 

_________________ ________________________________ 

Date of Approval for Ohio Department of Transportation 

_________________ ________________________________ 

Date of Approval for Ohio Rail Development Commission 

The Ohio Department of Transportation (ODOT) and the Ohio Rail Development Commission 

(ORDC) are proposing a program of infrastructure and station improvements to re-establish 

passenger rail service on the 260-mile rail corridor between Cleveland, Columbus, and Cincinnati 

(3C Corridor). ODOT and ORDC have requested Federal funds from the Federal Railroad 

Administration’s (FRA) High-Speed Intercity Passenger Rail Program to cover a substantial 

portion of the cost of the proposed program of passenger rail improvements. The proposed 

service would have up to four passenger daily round trips serving Cleveland, Southwest 

Cleveland, Columbus, Dayton, suburban Dayton, Springfield, North Cincinnati, and Cincinnati. 

The proposed infrastructure improvements would consist of track infrastructure capacity additions 

(through sidings, crossovers, and segments of second mainline), signals, track speed 

improvements, grade crossing safety improvements, stations, equipment, and service, inspection 

and layover facilities within or adjacent to existing railroad rights-of-way within the corridor to 

avoid and minimize impacts. Maximum operating speed related to the corridor program would be 

79 mph. This finding of no significant impact is for the proposed infrastructure and service 

improvements and is being made at the Tier-1 level of review. The analysis presented in the 

Tier-1 environmental assessment discusses overall environmental issues and effects and 

supports a finding of no significant environmental impact for the proposed program of 

infrastructure improvements and the proposed service consistent with the requirements of the 

National Environmental Policy Act. It will be followed by additional environmental impact 

assessment and engineering studies as required prior to implementation of the infrastructure 

improvements. This finding of no significant impact is conditioned on subsequent Tier-2 sitespecific environmental documentation, to further demonstrate that no significant environmental 

impacts are associated with implementing the proposed infrastructure improvements or service. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

2 October 2010 

 

Introduction

The Ohio Department of Transportation (ODOT) and the Ohio Rail Development 

Commission (ORDC) are proposing to reestablish passenger rail service on the rail 

corridor between Cleveland, Columbus, and Cincinnati, known as the 3C Corridor. 

Passenger rail has not been available to the majority of Ohioans since the Penn Central 

Railroad terminated passenger operations in 1970. 

ODOT and ORDC propose to reestablish passenger rail service through the Ohio 3C 

Quick Start Passenger Rail Service Project, which involves track infrastructure capacity 

additions (through sidings, crossovers, and segments of second mainline), signals, track 

speed improvements, grade crossing safety improvements, stations, equipment, and 

service, inspection and layover facilities (Project). All action proposed is within and 

immediately adjacent to existing railroad rights-of-way within the corridor. The 3C Quick 

Start Project will enable the reestablishment of passenger rail service at speeds up to 79 

mph, with proposed service levels of up to four round trips per day between Cleveland 

and Cincinnati on the 3C Corridor. 

The Project was selected by the Federal Railroad Administration (FRA) to receive 

$400,000,000 in Federal funds from the American Recovery and Reinvestment Act. 

FRA is following a tiered approach to the environmental assessment requirements of the 

National Environmental Policy Act (NEPA) for the 3C Quick Start Passenger Rail 

Project. ODOT and ORDC prepared the 3C Quick Start Passenger Rail Environmental 

Assessment (EA) for the 3C Quick Start Passenger Rail Project in July 2010 and it is 

available for review online at www.3CisMe.Ohio.gov. The Draft EA was circulated for 

public and agency review and comment in September 2009. 

The EA is a Service-Level Tier-1 document, which addresses corridor wide 

environmental issues, type of service proposed (including cities and stations served), 

route alternatives, service levels, type of operations, ridership projections, and major 

infrastructure components. Tiering is a process encouraged by the Council on 

Environmental Quality whereby environmental assessment documents are prepared so 

as to eliminate repetitive discussions of the same issues and to focus on the actual 

issues ripe for decision at each level of environmental review. Similarly, the Tier-1 EA in 

this instance focuses on corridor wide service level issues associated with implementing 

the 3C Quick Start Passenger Rail Service. As a result of the analysis presented in the 

Tier-1 EA and its summary provided herein, FRA has determined that the Ohio 3C Quick 

Start Passenger Rail Project is not anticipated to have a significant adverse impact on 

the environment. 

ODOT and ORDC, in cooperation with FRA, will prepare Tier-2 level NEPA documents. 

The proposed time for completion of these documents is December 2011. Tier-2 

documentation will consist of a series of individual environmental assessments and 

possible categorical exclusions with engineering studies addressing location-specific 

design details, and environmental impacts in the following smaller segments: Cleveland 

to Columbus, Columbus to North Cincinnati, and North Cincinnati to Cincinnati. 

Additionally, Tier-2 environmental documentation will be required to approve the train 

equipment fleet purchase necessary to support the Project. A Tier-2 NEPA document 

will need to be completed prior to any construction for any segment of the Project. 

Construction is currently proposed to begin in 2012. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

3 October 2010 

Statement of Purpose and Need 

The purpose of reestablishing a conventional (up to 79 miles per hour [mph]) passenger 

rail service in the 3C Corridor is to provide a reliable train system that links Ohio’s three 

largest cities (Cincinnati, Columbus, and Cleveland) and delivers predictable and 

consistent travel times. The service is intended to provide travel options now (Quick 

Start) and possibly develop the passenger rail market for further development in the 

future. This Quick Start service, once established, could allow for future improvements 

and expansion projects that will advance the 3C Corridor toward meeting the FRA’s 

definition of “Emerging High-Speed Rail” with top speeds of 90 to 110 mph, as described 

in “Vision for High-Speed Rail in America,” April 2009. These future possibilities are not 

a part of the current NEPA review and would be evaluated separately in the future in 

accordance with applicable requirements. 

The purpose of the Project is to re-establish a passenger rail transportation system in 

the 3C Corridor and provide additional mobility options and a new transportation choice 

for travelers, with associated benefits. In order to successfully achieve this purpose, the 

Project must meet the following identified needs in the 3C Corridor: 

 Expand travel options between Ohio’s largest cities 

 Provide an alternative mode of transportation to meet travel demands in the I-71 

corridor and segments of the I-70 and I-75 corridors 

 Respond to statewide air quality concerns, work to alleviate current and future 

regional congestion, and help foster environmental sustainability 

 Create multi-model connections between the 3C rail and bus transit systems, 

existing interstate rail, and alternative transportation modes 

 Improve travel reliability in the 3C Corridor 

 Improve travel safety in the 3C Corridor 

 Stimulate economic growth 

While addressing the above discussed needs in the 3C Corridor, ODOT, and ORDC are 

committed to incorporating additional goals and objectives identified by interested 

stakeholders. These considerations include improving the intercity travel experience for 

all Ohioans; refocusing development opportunities along rail corridors; creating 

opportunities to strengthen downtown cores and reduce sprawl; maximizing intermodal 

transportation opportunities; enhancing the image of the 3C Corridor and Ohio to 

increase the region’s and state’s economic competitiveness; providing a desirable travel 

choice for those seeking a less car dependent lifestyle; connecting an aging population 

to health facilities located in the major cities; preserving environmental quality and 

protecting Ohio’s sensitive environmental resources; maximizing the use of existing 

transportation corridors; attracting an entirely new passenger rail support economy to 

Ohio and creating local employment; enhancing freight rail efficiency and operations and 

supporting and expanding tourism opportunities. 

Project Description 

The 3C Quick Start Passenger Rail Corridor is approximately 260 miles long and 

connects the four largest cities in Ohio. From north to south, these cities are Cleveland, 

Columbus, Dayton, and Cincinnati. The corridor is generally in the area east of I-75 

between Cincinnati and Dayton, north of I-70 between Dayton and Columbus and 

parallel to I-71 between Columbus and Cleveland. The Project proposes passenger rail 

service consisting of up to four round trips per day that would serve stations in 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

4 October 2010 

Cleveland, Southwest Cleveland, Columbus, Dayton, East Dayton, Springfield, North 

Cincinnati, and Cincinnati. Multiple train sets for the service would be needed and may 

consist of one or two locomotives and six passenger rail cars or some combination 

thereof. 

The proposed Project would be located within and immediately adjacent to existing 

railroad rights-of-way. Within the 246-mile corridor of the Preferred Alternative (as 

defined in the Alternatives Section herein) the existing rail rights-of-way are 

distinguished by the following segments: 

 NS Chicago Line between Cleveland and Berea, which currently carries 69 

freight trains per day. 

 CSX Cleveland shortline Subdivision: Berea to CP 13, which currently carries 56 

freight trains per day. 

 CSX Greenwich Subdivision: CP13 (south of Berea) to CP 56 (Galion), which 

currently carries 78 freight trains per day. 

 CSX Columbus Line Subdivision: CP 80 (Galion) to CP 136 (Columbus), which 

currently carries 12 freight trains per day. 

 NS Dayton District: CP 138 (Columbus) to CP 248 (I&ORY Connection), which 

currently carries 25 freight trains per day. 

 I&ORY Oasis Line: Mill to Sawyer Point/Boathouse (MP 16.4 to MP 0), which 

currently carries 10 freight trains per day. 

Construction of passenger rail stations, service, inspection and layover facilities, track 

speed improvements and track infrastructure capacity additions (through sidings, 

crossovers, and segments of second mainline), as well as grade crossing safety 

improvements and equipment purchases to support the new service would be required 

as part of the Project. While engineering design and Tier-2 NEPA will be conducted to 

further refine the infrastructure improvements to support the Project, initial service 

development planning has identified proposed infrastructure improvements associated 

with the Preferred Alternative (as defined in the Alternatives Section herein.) The 

infrastructure capital costs are estimated at as much as $388 million, including 

contingencies. Approximately half of the costs are expected to be for railroad 

infrastructure capacity additions, with the other half for track upgrades, layover and 

maintenance mechanical facilities, for passenger rail stations, and crossing safety 

warning device upgrades. These improvements, which are detailed below, were 

considered broadly for potential impacts in the Tier-1 EA. 

Eleven infrastructure capacity improvements are proposed and detailed mapping of the 

yards and capacity improvement locations is provided in Appendix B of the EA. These 

proposed infrastructure capacity improvements include: 

 Construct Berea Front Street Station Track between Norfolk Southern (NS) 

Chicago Line and CSX Cleveland shortline at Berea Interlocking, which will 

include new connecting track and crossovers. 

 Construct 17 miles of second main track on CSX Greenwich Subdivision from CP 

54 (Boyd) to CP 71 (south of Shelby) 

 Rehabilitate and extend the existing 0.8 mile Edison siding to a total length of 3.2 

miles on CSX Columbus Line Subdivision QE 90.8 to QE 93.9. 

 Construct 2.1 mile Paget Siding on CSX Columbus Line Subdivision from 

QE110QE 110.8 to QE 112.9. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

5 October 2010 

 Construct 2.0 mile Powell Road Siding on CSX Columbus Line Subdivision from 

QE 125.1 to QE 127.1. 

 Construct universal crossovers between CSX Columbus Line Subdivision and 

NS Dayton District at Weber Road QE/CJ 134.4 

 Construct Columbus Station Track at CP 138 on CSX Columbus Line 

Subdivisions/NS Dayton District, which will include new connecting track and 

crossovers. 

 Construct 5.2 miles of second main track on NS Dayton District from CJ 172.5 

(Plattsburg) to CJ 177.7 (near Brooks). 

 Construct 6.0 miles of second main track on NS Dayton District from CJ 187.0 

(near Cold Springs) to CJ 193.0 (near Enon). 

 Construct 7.7 miles of second main track on NS Dayton District from CJ 202.1 

(near Wrights) to CJ 208.5 (Miami River Bridge) and from CJ 208.6 to CJ 209.8 

(near Moraine Yard). 

 Construct 4.6 miles of second main connecting track on NS Dayton District from 

CJ 244.2 (CP 244) to Indiana and Ohio Railway (IORY) Connection at CJ 248.8 

(south of Sharonville Yard) to allow train movement to and from the Oasis Line. 

Initial stopping locations were determined based on the need to provide a service 

competitive to other modes of transportation in terms of time, proximity, and other 

technical issues. In addition, previous studies identified business travelers as a prime 

target audience for 3C passenger rail service. Providing an express style service with 

stops in downtown Cleveland, Southwest Cleveland, Columbus, Springfield, East 

Dayton, Dayton, North Cincinnati, and downtown Cincinnati would allow the project 

service to be a first step toward what may become a high-speed rail service that is 

simplified from an operational standpoint and reliable to potential riders. Additional stops 

can be phased in as passenger rail service in the 3C Corridor expands and grows. 

Phasing additional stations in at a later time would also allow time for complex local 

decisions to be made about specific station locations in those areas not served by the 

initial Quick Start service. These possibilities potential high-speed rail service and future 

station locations are not a part of the current NEPA review and would be evaluated 

separately in the future in accordance with applicable requirements. 

The specific station sites for communities served for the initial/Quick Start service, which 

were evaluated in the EA, are proposed as the following: 

Initial Proposed Quick Start 

 Cleveland, at the existing Lakefront Amtrak Station. 

 Southwest Cleveland, at the existing West 150th Street/Puritas Avenue GCRTA 

transit station. 

 Columbus, at the Convention Center, which was formerly Columbus Union 

Station. Modifications to the site will be required to accommodate a passenger 

rail station, which will be determined in Tier-2 studies. 

 Dayton, at the Main Street site, which is west of the Main Street and Sixth Street 

intersection and adjacent to elevated railroad tracks. A new station structure 

would need to be constructed. 

 North Cincinnati, at the Kemper Road site, which is the former site of a 

manufacturing plant and now occupied by the Park 42 business park. The site 

has adequate space for a station, parking, and future passenger amenities. A 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

6 October 2010 

station structure and pedestrian overpass would need to be constructed on the 

site. 

 Cincinnati, with the station location to be determined in Tier-2 studies. 

Additional Quick Start Services (these service areas are currently under review for use in 

or after the Initial 3C Quick Start Passenger Rail service, either in the initial or second 

phase of the service, pending Tier-2 studies): 

 Springfield, at a Downtown site proposed by the City immediately adjacent to the 

existing mainline track near the transit center. A new station structure would 

need to be constructed on the site. 

 East Dayton, at the Riverside site adjacent to mainline track. The City of 

Riverside has plans for compatible, mixed-use development on this site. Suitable 

parking and an entrance drive already exist on the site, but a station structure 

would need to be constructed. 

As a result of the public hearings on the Tier-1 EA in September 2009, two additional 

station sites will be considered for Cincinnati at Bond Hill and Fairfax in the Tier-2 

studies. Both site locations will be studied in addition to the Lunken Airport and Sawyer 

Point sites, which were included in the Tier-1 EA, to identify a preferred Cincinnati 

station location during Tier-2 NEPA studies. The Tier-2 studies will consider the 

associated routes and necessary track infrastructure improvements to support the 

Cincinnati station locations and ensure that no significant environmental impacts are 

associated with the Cincinnati Station. 

Detailed information on communities served and individual station sites can be found in 

Appendix D of the EA. 

Three train layover and maintenance facilities would also be required as part of the 

Project and are proposed for Cleveland, Columbus, and Cincinnati. The facility at 

Cleveland is proposed as a layover and maintenance facility for routine train servicing 

and minor repairs to locomotives and railcars. The facility would require property 

acquisition and site work, which would involve constructing a service and inspection 

building with three train storage tracks, a passing track for servicing, maintenance area, 

an office area, and a material control area. The proposed Cleveland facility location is 

the existing East Twenty-Sixth Street Yard. 

The facilities in Columbus and Cincinnati are proposed as single-ended storage yards 

large enough to hold two trains each. Both facilities would require property acquisition 

and site work, which would consist of constructing two turnouts, adding 1,040 feet of 

new track, installing two concrete pads for refueling by tanker truck, construction of a 

small building for crew facilities and train cleaning supplies. In Columbus, several 

options exist for the layover and maintenance facility: the Grandview Yard, the Joyce 

Avenue Yard, the Pennor Yard, and the Grogan Yard. Further evaluation in Tier-2 

studies will be conducted to finalize the Columbus layover and maintenance facility 

location. In Cincinnati, the existing, but underutilized, Undercliff Yard is proposed as the 

layover and maintenance facility location. The yard is owned by RailAmerica and serves 

primarily staging and sorting functions for freight service to area industries. Additional 

work required for this proposed facility would include converting the existing yard lead to 

the second main, constructing 2.1 mile by-pass track through the Sharonville Yard, 

installing three crossovers, and constructing a new bridge. For further detail on the 

alternatives analysis for storage yard facilities, refer to Section 2.5.2 of the EA. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

7 October 2010 

In addition, crossing safety warning device upgrades would be required as part of the 

Project. The overall corridor Project anticipates upgrading public at-grade crossings to 

flashing lights and gates, a circuitry upgrade, or roadway closure, which will be 

determined in Tier-2 studies. In addition, the ORDC has an existing agreement with NS 

to progress grade crossing work on the corridor that incorporates funding of $23 million, 

separate from this Project. 

Alternatives 

Routes:

ODOT and ORDC used a two-stage approach to screen a wide variety of route 

alignment options for the Project down to a set of alternatives retained for further study. 

They developed thirty-three route options throughout the Project area, following different 

existing rail corridors and serving different populations and towns between the three 

major cities of Cleveland, Columbus and Cincinnati. They screened route options 

through a two-stage comparative analysis. The Level 1 screening considered the widest 

array of options under consideration and used a fatal flaw analysis of route 

characteristics and market size. The Level 2 screening evaluated fifteen route options 

that passed the fatal flaw analysis and used an expanded set of criteria, which included 

travel time, safety, reliability, costs, and other factors, such as modal connections. 

As a result of the Level 2 screening, ODOT and ORDC eliminated eleven alternatives 

from further consideration and recommended four route alternatives for further study and 

evaluation, as well as the No-Build Alternative. These alternatives are as follows: 

 The No-Build Alternative consists of the existing, planned, and programmed 

intercity highway and aviation services and facilities in the Cleveland-ColumbusCincinnati (3C) corridor. The No-Build does not include establishment of an 

intercity passenger rail service. 

 Alternative 2 consists of track and capacity improvements along existing freight 

rail lines from Cleveland through Columbus and Dayton to Cincinnati, through 

intermediate towns of Berea, Olmstead, Grafton, Shelby, Crestline, Galion, 

Delaware, Springfield, Fairborn, Middletown, and Sharonville. The operating 

plan consists of three round trips per day.

 Alternative 3 consists of track and capacity improvements along existing freight 

rail lines from Cleveland through Columbus and Dayton to Cincinnati, through 

intermediate towns of Bedford, Macedonia, Hudson, Cuyahoga Falls, Akron, 

Barberton, Wadsworth, Lodi, Shelby, Crestline, Galion, Delaware, Springfield, 

Fairborn, Middletown, and Sharonville. The operating plan consists of three 

round trips per day.

 Alternative 4 consists of track and capacity improvements along existing freight 

rail lines from Cleveland through Columbus and Dayton to Cincinnati, through 

intermediate towns of Berea, Olmstead, Grafton, Shelby, Crestline, Galion, 

Delaware, Springfield, Fairborn, Hamilton, and Sharonville. The operating plan 

consists of three round trips per day. 

 Alternative 5 consists of track and capacity improvements along existing freight 

rail lines from Cleveland through Columbus and Dayton to Cincinnati, through 

intermediate towns of Berea, Olmstead, Grafton, Shelby, Crestline, Galion, 

Delaware, Springfield, Fairborn, Middletown, and Sharonville. The only 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

8 October 2010 

difference between this alternative and Alternative 2 is the entry into the city of 

Cincinnati. The operating plan consists of three round trips per day.

ODOT and ORDC evaluated these alternatives against the Measures of Effectiveness 

they established for the Project, based upon the Project’s goals and objectives, as 

detailed in Section 1.7 of the EA. These include travel time, market potential, reliability, 

operations and maintenance costs, connectivity to other modes and health facilities, and 

refocused development. The route evaluation technical report, which provides a detailed 

description of the alternatives development and screening, is provided in Appendix A of 

the EA. Based on this analysis, ODOT and ORDC dismissed Alternatives 3, 4, and 5 

due to longer travel time, smaller market potential, and extensive operational issues. 

Alternative 2 was determined to be reasonable and feasible, and was identified as the 

preferred alternative for route alignment (“Preferred Alternative for Route Alignment”). 

Stations:

ODOT considered 12 communities with 32 possible station sites within those 

communities. The communities served and station sites are identified and discussed in 

the EA and detailed mapping of the 32 station sites is provided in Appendix C of the EA. 

 

The following station sites are identified as the preferred alternative for station sites 

“Preferred Alternative for Communities Served and Station Sites”. 

Six communities, including Cleveland, Southwest Cleveland, Columbus, Dayton, North 

Cincinnati, and Cincinnati, are considered for Initial Proposed 3C Quick Start Passenger 

Rail service. A proposed station site for each of the initial communities to be served has 

been assumed for cost, environmental assessment, and ridership purposes. 

Two additional communities, including Springfield and East Dayton, are considered for 

service either as part of or after the Initial 3C Quick Start Passenger Rail service. One 

station site is proposed for each of these communities; they have been assumed for 

cost, environmental assessment, and ridership purposes. 

 

Three additional communities including North Central, North Columbus, and 

Middletown/Hamilton, are considered for Future Proposed 3C Quick Start Passenger 

Rail service. There is a proposed station site for each of the communities receiving 

future Quick Start service. 

One community, Akron and its one station site, has been eliminated from Quick Start 

consideration. This community may be considered in future high speed rail studies. 

 

Detailed descriptions of stations eliminated from consideration are in Appendix D of the 

EA. 

This EA considers the potential impacts from the Preferred Alternative for Route 

Alignment and the Preferred Alternative for Communities Served and Station Sites 

collectively referred to as the “Preferred Alternative”. The EA also considers potential 

impacts from the No-Build Alternative. While the No-Build Alternative will not meet the 

purpose and need of the Project, it was retained for analysis, and its consequences 

developed, to allow equal comparison to the Preferred Alternative in the EA, and to help 

decision-makers and the public understand the ramifications of taking no action. 

 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

9 October 2010 

Benefits of the Preferred Alternative 

The Preferred Alternative will reintroduce passenger rail service between Columbus, 

Cincinnati, and Cleveland and intermediate stations. This will provide an additional 

travel option for travelers, which is currently unavailable. The Preferred Alternative 

follows existing rail corridor rights-of-way, avoiding impacts of construction of a new 

corridor, while still meeting the mobility, safety, air quality, and economic needs of Ohio. 

ODOT and ORDC have determined that passenger rail service has the potential to serve 

a vital role in keeping Ohio’s economy competitive for the future by enhancing mobility 

and the quality of life for Ohio’s employers, workers, residents and visitors. They have 

also concluded that investment in a new passenger rail system helps meet state and 

federal transportation policies. Further, improvements to the track infrastructure for the 

proposed Project would also benefit existing freight rail services, which use the same 

lines. 

Agency Coordination and Public Involvement 

The public involvement effort for the 3C Quick Start Passenger Rail Project was led by 

ODOT and ORDC. Input was sought from all applicable state and federal agencies, 

railroads, local governments, transit agencies, local/regional/statewide interest groups 

and the general public. Involvement was proactively sought from all potentially affected 

stakeholders regardless of income, race, ethnicity, religion, sex, age, or disability. 

Outreach efforts for this Project included stakeholder workshops, public meetings, 

community presentations, statewide radio and newspaper advertising, social media 

outreach, Project website, e-mail alerts, toll-free telephone hotline, on-line public 

meetings, press releases, media interviews, mailings and postcard distributions, among 

other efforts. 

Interagency coordination on the 3C Quick Start Passenger Rail Project was conducted 

by correspondence, conference calls and meetings with the following state and federal 

entities: Amtrak; Federal Railroad Administration; Ohio Department of Natural 

Resources; Ohio Department of Transportation; Ohio Environmental Protection Agency; 

Ohio Rail Development Commission; Ohio State Historic Preservation Office; US Army 

Corps of Engineers, Huntington and Buffalo Offices; US Environmental Protection 

Agency; and US Fish and Wildlife Service. 

The Draft EA was made available to state and federal agencies and the public on 

September 26, 2009. The public comment period closed on October 6, 2009. Copies of 

the Draft EA were available for review at four public libraries and seven Metropolitan 

Planning Organizations throughout the State of Ohio. The Draft EA was also available 

on the Project website www.3CisMe.Ohio.gov. 

A total of 7,500 comments were received throughout the EA process from the public. 

Comments were submitted via emails, letters, and telephone calls. Approximately, 

4,800 comments expressed strong support for the introduction of 3C Quick Start 

passenger rail service. This support was based on concern over the future of gas 

prices, the environment, increased per household automobile travel and traffic and 

congestion. 

About 700 respondents made suggestions on the location of the recommended route 

and proposed stations. Regarding proposed routing, most indicated preference for the 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

10 October 2010 

Akron route or a more direct route between Columbus and Cincinnati or direct, high 

speed routes to Chicago. Station comments were focused on which cities should have 

stations and where these stations should be located. A majority of Cincinnati-area 

citizens voiced support for the Cincinnati Riverside station (Boathouse, Sawyer Park, 

etc.) options and others preferred the Lunken Field site. The Lunken Field site provides 

a location for the development of a station that would be surrounded by compatible light 

industrial uses. This location is also consistent with the local community’s goals as it 

preserves the ability of the Oasis Line to have access to potential light rail at points east 

and south of this location. This ensures a facility that is compatible with the local 

government’s development goals for its community. Others wrote that they wanted 

Cincinnati Union Terminal to be the 3C station even though it was not determined to be 

a viable Quick Start route option during the screening process due to existing freight 

traffic on the line. Debate was strong over other potential station locations, too, such as 

Shelby, Galion, Hamilton, and Middletown. The comments appeared to be evenly split. 

Springfield, East Dayton/Riverside, and North Columbus questioned why their 

regions/communities were not included in the initial Quick Start phase of service. 

There were approximately 675 comments related to service. Many challenged the 

estimated travel time of more than six hours between Cleveland and Cincinnati, 

indicating they wanted faster traveling speeds as soon as possible. Others stated the 

3C Quick Start service proposal was a good starting point. Many comments supported 

the incremental approach of developing and improving services to high-speed, although 

there were differing opinions of what "high speed" actually meant. Others recognized 

that using the train was a more productive use of travel time. Many wanted to know if 

investments made in the Quick Start service would be transferrable to high speed rail. 

Respondents requested that the trains include food service, provide a place on-board for 

bikes and pets, and provide free Wi-Fi. 

Respondents requested that more stations be provided or that the service schedules be 

designed with commuters in mind to increase weekday ridership. Weekend ridership 

was assumed to be stronger, attracting college students, families or vacationers. Some 

respondents indicated that fares should be affordable, and competitively priced 

compared to automobiles and other modes of travel, including bus and air. 

There were about 650 comments indicating the Project was not a prudent use of money, 

would not generate the estimated ridership, or was not a good idea. They questioned the 

ridership estimates based on the proposed six-hour travel time between Cleveland and 

Cincinnati. They also questioned whether people would choose passenger rail over the 

use of automobiles, and whether Ohio had sufficient population to make train service a 

success. Some expressed concern that passenger rail service would drain resources 

away from maintaining highways and bridges, and would increase the state’s current 

budget issues. 

There were approximately 475 respondents who indicated that connecting transportation 

(airports, bus and connecting rail service, taxis, bike and pedestrian access) to local 

destinations was very important to the overall success of passenger rail. A southwest 

Cleveland station located at the Puritas/West 150th Rapid station, for example, was 

strongly favored based on its connectivity to Cleveland's rapid transit system and the 

airport. Similarly, convention center sites at Columbus and Dayton were strongly 

favored for reasons of access and connectivity. Other respondents indicated that the 3C 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

11 October 2010 

route should connect to other cities outside the state, such as Chicago, Pittsburgh and 

other destinations. 

At least 250 respondents and meeting attendees offered suggestions on how to make 

the service more attractive to riders. They ranged from suggesting that the service be 

run by private companies rather than by government entities to others who said the 

service should be run by the government. Others suggested that multi-ride tickets or 

passes be offered, that the involvement of Ohio or U.S. companies for economic 

stimulus be demonstrated, that an educational/advertising campaign to inform Ohio 

travelers about the benefits of train travel be undertaken and that service to more Ohio 

cities be offered. 

Environmental Consequences 

Based upon the Tier-1 EA, FRA has concluded that the Preferred Alternative, including 

mitigation measures, is not likely to incur significant environmental impacts. FRA 

concurs with the preferences of ODOT and ORDC and finds that the Preferred 

Alternative is best able to achieve the project purpose and need without significant 

environmental impacts. Although some mitigation measures are referenced herein, 

additional specific mitigation measures to be implemented for the Project will be 

developed and described in the Tier-2 NEPA documentation. 

The potential for environmental impact is summarized for each resource category as 

follows: 

Air Quality 

The Preferred Alternative is anticipated to slightly reduce regional mobile source Vehicle 

Miles Traveled (VMT) and increase diesel locomotive emissions from the increased train 

operation. The net effect is expected to benefit regional air quality levels, including 

Mobile Source Air Toxics (MSATs) and Greenhouse Gases (GHG). The decrease in 

regional mobile source emissions due to the Project’s effect on regional mobile source 

VMT has not been calculated and has therefore not been included in this analysis. 

Therefore, the result of the preliminary analysis is conservative, since it includes the 

increase in diesel locomotive emissions from the increased train operation without 

considering the VMT reduction. The result of the preliminary analysis is that, although 

certain pollutants and precursors are located in nonattainment and/or maintenance 

areas, the Project is not anticipated to exceed the General Conformity de minimis levels 

for the Project area, which are 100 tons per year for PM2.5, O3 precursors (VOCs and 

NOx), SO2, and CO. As a result, it is anticipated that a conformity determination will not 

be required pursuant to 40 CFR 93.153(c)(1). 

Along the Rail Right-of-Way: The Preferred Alternative would increase diesel emissions 

(PM10, PM2.5) along the train tracks. Assuming that four roundtrips occur per day, an 

analysis was conducted, using the Environmental Protection Agency (EPA) NONROAD 

emission factors for diesel locomotives and EPA’s AERMOD dispersion algorithm, to 

estimate the potential impacts of these emissions at potential sensitive land uses 

(residences, playgrounds, etc.) near the rail line. The result of this analysis is that the 

Project is not predicted to measurably increase PM concentrations and NO2 impacts 

would be less than 0.1 percent of the applicable NAAQS at sensitive land uses that may 

abut the rail right-of-way, which is conservatively estimated to be a distance of 50 feet 

from the centerline of the track. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

12 October 2010 

At Train Stations: The Preferred Alternative is anticipated to increase vehicular traffic 

near the proposed station locations. The Preferred Alternative will also increase train 

service. However, the increase is so limited that when combined with the vehicular 

traffic increase, these increases are not anticipated to measurably impact localized air 

quality levels. The Project is not anticipated to measurably increase roadway diesel 

traffic near stations and parking facilities. As such, the Project is not anticipated to meet 

or exceed emission rates. 

At-Grade Crossings: The Preferred Alternative may increase vehicular delays at some 

at-grade crossings. Given the estimated service levels of up to four round trips of train 

service, however, it is not anticipated that these delays would result in measurable air 

quality impacts. 

Maintenance/Storage Yards: The additional trains associated with this action will 

increase maintenance and storage requirements and possibly increase train operations 

at these yards. Given the small increase in the number of trains to be serviced and 

stored at these facilities, however, it is anticipated that these operations would not result 

in measurable air quality impacts at nearby sensitive land uses. 

Construction: In general, construction-related effects of the Project would be limited to 

short-term increased fugitive dust, mobile-source emissions and GHG emissions during 

construction. Mitigation measures would include adherence to State and local 

regulations regarding dust control and other air quality emission reduction controls. 

GHG emissions will also be generated during the construction phase of the Project, 

though these emissions are likely to be relatively minor given the nature and size of the 

Project, and the limited duration of construction activities. 

The operation of the 3C Quick Start Passenger Rail Project is not anticipated to 

measurably increase local criteria pollutant, MSAT levels, or GHG emission rates. 

Construction of the Project would be of limited duration and mitigation measures would 

include state and local regulations regarding construction activities and equipment. 

Energy 

The Project is expected to reduce roadway VMT and reduce congestion, resulting in a 

decrease in overall fuel usage. Diesel fuel however would be required to propel the 

trains and energy would be required for stations, maintenance yards, and storage 

facilities. It is unlikely that the Project will have significant impacts (positive or negative) 

on energy usage in the Project area. 

The Project is unlikely to have a significant impact on direct energy use. The Project 

would cause a one-time indirect (construction) energy expenditure. Indirect energy 

expenditures will be mitigated with the application of energy conservation methods. 

Noise and Vibration

No significant noise impacts are anticipated from the operation of the service or 

associated horn noise at grade crossings. Passenger rail noise level calculations and 

impact assessment were completed following the procedures described and outlined in 

the Federal Transit Administration (FTA) document entitled “Transit Noise and Vibration 

Assessment Manual (FTA report FTA-VA-90-1003-06, May 2006), which FRA relies 

upon for assessing impacts from conventional passenger rail line improvements and 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

13 October 2010 

associated horn noise. The noise analysis findings indicate that without horn noise 

whistle warnings, noise generated from the proposed passenger rail service will result in 

no impacts at any FTA Category 2 land uses (residential properties and other places 

where people normally sleep) which are located 25 feet or greater away from the 

centerline of the existing freight tracks. However, if horn noise whistle warnings are 

used, residential properties within 50 feet of the grade crossings will experience 

“moderate impacts” from horn noise whistle warnings. Beyond 50 feet, noise generated 

from horn noise would be below the FTA impact threshold and therefore no horn noise 

impacts from the 3C Quick Start Passenger Rail service are expected beyond this 

immediate 50 foot impact zone. 

The projected noise levels associated with operation of the proposed 3C Quick Start 

Passenger Rail service even with the use of horn noise whistle warnings were found not 

to exceed the FTA criteria for a “moderate impact” or “severe impact”. This is due in part 

to the existing volumes of freight traffic on the line and the resulting existing noise levels. 

Therefore, no noise mitigation measures associated with 3C Quick Start Passenger Rail 

service operations are necessary. However, FTA “moderate impacts” identified within a 

50 feet impact zone as passenger trains approach at grade crossings, will be reviewed 

in greater detail in the Tier-2 environmental impact assessment process once train sets 

are identified and more detailed engineering information is available. 

The Tier-2 assessment will include a review of land use maps along the entire length of 

the Project study area to determine if there are any noise sensitive properties adjacent to 

at-grade crossings within the identified 50-foot impact zone which would warrant further 

analysis. Impact reassessment will be accomplished by replacing the calculated existing 

day-night (Ldn) noise level determined from the rail freight service data with actual field 

data collected in 24 hour noise measurements recorded at the identified noise sensitive 

property. A second re-evaluation using the FTA transit noise impact criteria will then be 

completed. Any noise impacts identified under the Tier-2 evaluation will be addressed by 

specific mitigation measures applicable to the sensitivity of the land use in question and 

the magnitude of the impact identified. 

Potential noise mitigation options, if determined necessary in Tier-2 studies, would 

include specifying trainset design to minimize noise levels, train wheel maintenance, 

installing continuous welded rail, reducing train speed and, noise abatement measures, 

and upgrading signals and crossings to allow for Quiet Zone designations. A Quiet Zone 

is a corridor of crossings that have necessary grade crossing safety measures that allow 

for the train horn to not be sounded as it travels through the zone... ODOT and ORDC 

will work with local communities to consider mitigation for noise impacts if the Tier-2 

evaluations demonstrate mitigation would be necessary. 

Estimated vibration levels and impacts for the proposed 3C Quick Start Passenger Rail 

service were determined by following the methodology described in Chapter 10 of the 

FTA Manual. The analysis findings indicate that at proposed peak operating speeds of 

79 mph, the proposed 3C Quick Start Passenger Rail service in areas where the tracks 

are at grade will result in potential vibration impacts at distances of up to 125 feet away 

from the centerline of the rail freight tracks. Vibration impact zones for tracks on aerial 

structures from North Cincinnati to Cincinnati will be smaller extending only up to 40 feet 

away from the existing centerline of the rail freight tracks. These impact zones represent 

conservative estimates based on peak passenger rail operating speeds. Optimized 

transit designed operating speeds along many segments will be lower than the 79 mph 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

14 October 2010 

assumed along the majority of the corridor. Lower train traveling speeds will result in 

lower ground-borne vibration levels and thus smaller vibration impact zones. Part of the 

Tier-2 environmental impact assessment will include a vibration impact assessment 

using more precise travel speeds at various points along the corridor. 

Potential long-term effects to vibration sensitive structures located within these impact 

zones include structural damage to buildings and annoyance to occupants. However, 

given that the vibration is expected to be less than 10 seconds in duration and because 

the vibration level from a passenger train will likely be much less than that generated by 

the existing two-or-more-locomotive-50-car freight trains that pass by every day, the 

impacts of this action will not rise to the level to constitute a significant adverse impact. 

However, vibration impacts will be further investigated during final design and Tier-2 

studies. If impacts do exceed FTA criteria, mitigation measures would include track 

improvements to avoid or minimize vibration impacts, such as resilient tie pads and 

resilient fasteners. ODOT and ORDC, in consultation with FRA, will be responsible for 

completing noise and vibration analysis and finalizing mitigation commitments, if 

necessary, with local communities. 

Visual Resources

The track infrastructure improvements and passenger train service are proposed to run 

within existing railroad rights-of-way with freight traffic. As a result, no visual impacts are 

anticipated as a result of the train operation or track infrastructure improvements. 

The station sites were analyzed for visual resource conditions to assess the potential 

impacts from station development and use on visual resources. Five have no potential 

for visual impacts. These sites are the Lakefront Amtrak Station in Cleveland, West 150th

St./Puritas Avenue/GCRTA in Southwest Cleveland, Convention Center Site in 

Columbus, Main Street Site in Dayton, and Kemper Road Site in North Cincinnati. The 

Lakefront Amtrak Station in Cleveland and the West 150th St./Puritas Avenue/GCRTA 

Station in Southwest Cleveland would use existing facilities and no new construction 

would be required, so there are no potential for visual resource impacts. The 

Convention Center Site in Columbus, Main Street Site in Dayton, and Kemper Road Site 

in North Cincinnati would have no potential for visual resource impacts because there 

are no residences or other uses having relatively long duration views of the sites. 

The remaining three have minimal potential for visual impacts because the station sites 

are located in areas with existing conditions of low visual quality, and the addition of a 

station site would not further degrade the visual quality. These include the Downtown 

Station site in Springfield, the Riverside Site in East Dayton, and the Lunken Airport Site. 

Floodplains

Floodplain features are located within the capacity improvement areas in three locations 

where a second main track would be constructed on Norfolk Southern Dayton District. It 

is not anticipated that the development of any area will fill the floodplain or require either 

a Conditional Letter of Map Revision or a Letter of Map Revision from the Federal 

Emergency Management Agency (FEMA). No impacts to the floodplains capacity are 

anticipated nor is it anticipated that modifications will occur to the floodplain. If fill of the 

floodplain needs to occur for the development of the rail line, compensatory flood 

storage will be created to mitigate for any such impacts. If during the final design phase, 

it is determined that permits need to be obtained, they will be secured in compliance with 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

15 October 2010 

the National Flood Insurance Program which is administered through FEMA and the 

Ohio Department of Natural Resources (ODNR) Division of Water’s Floodplain 

Management Program. 

No floodplain features were found within the station sites. No new construction will occur 

at rail yards on areas not otherwise already developed as rail yards; therefore no 

impacts will occur to floodplains located near these locations. 

Wetlands, Waterbodies, and Waterways

Wetlands impacts were derived utilizing field verification of watersheds within areas 

affected by the Project. When access to an area was not attainable, aerial photographs, 

soils maps with hydric soil verifications, Ohio Wetland Inventory, and National Wetland 

Inventory maps were utilized to determine wetland boundaries. 

Minor wetlands impacts are anticipated at infrastructure capacity improvement sites 

along the corridor. It is anticipated that there may be a reduction in wetland impact area 

once site access is granted and a full delineation of the wetlands can occur. Of the 

90,651.29 acres of wetlands located within the watersheds assessed, it is anticipated 

that a total of 13.66 acres of wetlands could be impacted by the development of the 

proposed capacity improvement locations. 

Minor waterbody and waterway impacts are anticipated at capacity improvement 

locations immediately adjacent to the 3C Corridor. Of the 894.6 miles of streams located 

within the watersheds assessed, it is anticipated that a total of 18,258 linear feet (or 3.45 

miles) of channel could be impacted by the development of the proposed capacity 

improvements. The overall waterbody and waterway impacts are a small percentage of 

the resources contained within the study area and any anticipated impacts are to lower 

quality resources. As a result, these impacts are not anticipated to be significant. 

No water features were found within the station sites, so there will be no impacts to any 

waterways associated with the stations. Summary tables and maps identifying the 

location of wetlands, water bodies, and waterways are provided in the EA. 

During Tier-2 environmental studies and Project final design, ODOT and ORDC will 

continue coordination with ODNR and the U.S. Army Corps of Engineers (USACE) to 

determine how the Project can reduce its potential impacts to wetlands and waterbodies 

and to determine appropriate mitigation measures for remaining unavoidable impacts. 

Prior to the commencement of any construction, all required permits will be obtained and 

mitigating measures will be outlined and agreed upon with the appropriate regulatory 

authority. Compensatory mitigation for impacts to wetlands and waterbodies will be 

conducted in accordance with 33 CFR § 332.2 and Ohio’s anti-degradation rule OAC 

3745-1-54. Compensatory mitigation for wetlands may include creation, restoration, 

enhancement and/or a combination of all three so that there is no net loss to wetlands 

within the same watershed. Mitigation for streams may include restoration or 

rehabilitation of existing streams within the same watershed. 

Threatened and Endangered Species

Ohio has 22 federally listed endangered, threatened and candidate species, as well as 

numerous other species listed as “species of concern,” such as the Bald Eagle. To 

assess potential impacts, the ODNR species list and Natural Heritage Database were 

reviewed to determine the species known to traditionally exist within a one-mile radius of 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

16 October 2010 

the project area and those that are known to inhabit the project area, which consists of 

the rail corridor and immediately adjacent proposed station sites. 

Records of State and/or Federally-listed species were discovered within a one-mile 

proximity of proposed new stations and capacity improvements. Given this information, 

seven federally listed endangered, threatened and candidate species and four Federal 

species of concern were evaluated in the Tier-1 EA. However, no occurrences or 

records of State or Federally-listed species were identified directly within any of the 

proposed station areas or capacity improvement areas of the Preferred Alternative. 

Given that there are no recorded instances of State or Federally-listed species within the 

Project area, no significant impacts are anticipated to threatened and endangered 

species. 

Even though no significant impacts to threatened, endangered species or candidate 

species are anticipated, additional surveying will be conducted during Tier-2 

environmental work for the station sites and capacity improvement areas where new 

construction/reconstruction is proposed. If it is discovered during the Tier-2 

environmental work that any threatened, endangered, or candidate species of concern 

or suitable habitat for these species would be affected, ODT and ORDC will coordinate 

with U.S. Fish and Wildlife Service (USFWS) and ODNR to develop appropriate 

avoidance and mitigation strategies. For example, if trees possessing suitable Indiana 

bat habitat will be impacted, the level of impact will be determined and the appropriate 

avoidance and minimization techniques will be used to minimize impacts to the species. 

Prior to construction of any project affecting the Indiana Bat, consultation will be required 

with the USFWS in accordance with the Biological Opinion on ODOT’s Statewide 

Transportation Program for the federally-listed Indiana Bat (June 2007). Similarly, any 

project affecting a federally listed mussel species will undergo consultation with the 

USFWS prior to construction. Lastly, in the case of the Bald Eagle, coordination is 

anticipated with ODNR and the USFWS to develop a plan to ensure that the species will 

not be harmed or harassed during construction of, or as a result of, the proposed 

Project. 

Transportation

The Preferred Alternative would not have adverse impacts on transportation. The 

Preferred Alternative would have a positive impact on access and mobility in Ohio by 

offering a safe and convenient choice for commuters, residents and tourists who would 

otherwise rely primarily on vehicular travel. 

Potential impacts such as increased traffic and demand for parking at identified station 

locations would be minimal. Proposed station locations in Cleveland, Southwest 

Cleveland, Columbus, East Dayton, Dayton and North Cincinnati already have ample 

parking available on-site. Springfield and Cincinnati station locations have ample space 

to develop necessary parking to serve those facilities. The station sites are located in 

urban and sub-urban neighborhoods and the local communities are working to 

accommodate any additional traffic as a result of passenger rail service coming to the 

3C Corridor. Additional analysis will be conducted at the Tier-2 level as the station 

designs are advanced and as the station sites are chosen to determine whether any 

traffic impact mitigation measures, such as traffic signals or turning lanes, will be 

required. ODOT and ORDC will work with the local communities to develop and 

implement mitigation measures, as appropriate. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

17 October 2010 

The Preferred Alternative would require some coordination with freight rail operators 

within the corridor. A number of logistical issues would need to be addressed, 

particularly in the urban areas of Cleveland, Columbus, and Cincinnati. However, 

passenger rail planning efforts have been in various stages of development over the last 

30 years. Those issues are well-defined and there has been coordination between 

government officials on the state and local levels and freight operators in Ohio. Existing 

transit/freight operators have indicated they are willing to work on connections and use 

of their existing and future network lines and the realization of mutual benefits are 

anticipated. 

Land Use 

The existing 3C Corridor traverses the entire state of Ohio passing through urban, 

suburban, exurban, and rural areas. Land uses along the corridor, in turn, are just as 

varied. The land use mix in rural and suburban areas tends to be consistent; the land 

use mix for urban station areas changes from site to site. 

The proposed 3C Quick Start Project would be located within and immediately adjacent 

to existing rail corridors. It is anticipated that property to be acquired for improvements 

needed to support 3C rail service will be limited to minor strip takes in areas 

recommended for capacity improvements. Proposed stations would be located on sites 

that are now used for transportation purposes or are vacant and surrounded mostly by 

industrial development, with the exception of the Convention Center Site in Columbus. 

The Convention Center was originally designed to accommodate high speed rail, so 

construction of a station at this location will help achieve local economic development 

goals. The provision of rail service and the development of stations in these areas 

would be compatible with current land use. 

The proposed action would result in very minor changes in existing land uses patterns, 

at station locations. The effect of the proposed stations would be minimal because 

stations would be located within and immediately adjacent to existing railroad right-ofway. Also, because the proposed improvements would utilize existing active railroad 

lines along the entire 260-mile corridor, the Project would not result in changes in land 

use that would otherwise occur with the construction of a new intrastate transportation 

corridor.

Environmental Justice

The Preferred Alternative is situated within or immediately adjacent to an active railroad 

corridor and impacts to adjacent communities would be minimal and limited to areas 

where new stations, yards, and sidings are proposed. While most of the proposed 

station sites are located within urbanized areas where the percentage of minorities 

exceeds county-wide levels and the percentage of people living below the poverty level 

is high, these Environmental Justice (EJ) neighborhoods would not experience 

disproportionate impacts as a result of the Project. The proposed action would increase 

rail service in the corridor with no residential, business or community facility 

displacements or impacts anticipated and there would be no changes in access to 

neighborhoods, businesses or community facilities and services. The action is not 

anticipated to result in the degradation of air quality and there would be no substantial 

changes in ambient noise levels in these neighborhoods. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

18 October 2010 

In fact, the placement of stations in EJ communities could present overall benefits to the 

affected communities. These benefits include improved regional access to major 

metropolitan areas within the State of Ohio and the provision of an alternative form of 

transportation to highway travel. Another key benefit of the 3C Quick Start Passenger 

Rail Project would be employment opportunities created within the affected communities. 

Job creation would include those related to construction and service of the 3C 

passenger rail service. Other employment opportunities would be created through spinoff development in the areas surrounding the rail stations. 

Public Health and Safety

There are 324 at-grade crossings identified along the Preferred Alternative for Route 

Alignment for the 3C Corridor, which include public and private crossings that have 

warning devices ranging from passive warning signs, to flashing lights only, to flashing 

lights with roadway gates. A total of 268 of these crossings will be affected by the 

Preferred Alternative in that speeds will be increased and/or additional track(s) added in 

the corridor. ORDC and the freight railroad companies have been working over the last 

10 years to upgrade and or grade-separate these crossings within the corridor to prevent 

collisions with this Project. Railroad crossing upgrades would further minimize the 

potential for collisions. In addition, crossing safety warning device upgrades would be 

required as part of the Project. Grade crossing improvements will be assessed in Tier-2. 

With the introduction of passenger trains to the corridor, ORDC intends to pursue a 

“sealed corridor” approach to enhance safety for both roadway and railway travelers. 

This approach entails the installation of lights and gates at crossings that currently only 

have passive warning signs or flashing light systems, creating a "sealed" corridor, and 

the installation of railroad preemption at crossings with proximity to roadway traffic 

signals, where necessary. Railroad preemption would transfer the operation of the traffic 

signals near highway-rail intersections into a control mode, which is activated by a train’s 

approach to the crossing that would preempt the operation of the highway traffic signal, 

thereby increasing safety at the crossing location. With these improvements, the 

Preferred Alternative would not have a significant negative impact on public health and 

safety by adding up to four round trips on an existing, active rail line. 

Operators of stations located along rail lines used for railroad freight operations will need 

to take precautions to protect the safety of the passengers waiting for passenger trains. 

Standard safety precautions such as textured warning strips along platform edges, 

security cameras, public address systems designed to articulate announcements in a 

noisy environment, properly designed lighting and adequate platform depth to allow 

passengers to stand away from active tracks will all be considered for inclusion with this 

Project. Attention will be given to avoiding dark shadows or isolated and hidden areas in 

or around the station site. In some stations where freight trains operate next to the 

boarding platform, consideration will be given to keeping the platform closed to the 

public until the passenger train approaches. 

All measures will be taken during the engineering design phases to meet or exceed all 

rail operation safety standards in the project area as well as the remainder of the 

corridor. By diverting traffic from the interstate system and local roads between Ohio’s 

major cities, the Preferred Alternative is anticipated to help reduce the rate of congestion 

growth and improve safety on the roads and highway. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

19 October 2010 

Hazardous Materials

The Preferred Alternative is not anticipated to have adverse impacts related to 

hazardous materials. The Preferred Alternative would include adding passenger rail 

service with no structural changes at existing railroad stations, and developing 

passenger serving structures and adding passenger service at sites that have no 

existing station. 

A screening level hazardous material survey was completed for the existing and 

potential station areas within the Project area. The Preferred Alternative for Station Sites 

adds passenger rail service with no physical changes at existing railroad stations 

(Lakefront Amtrak Station in Cleveland and West 150th Street/Puritas Avenue/GCRTA 

Site in Southwest Cleveland), and will add passenger rail service and stations at sites 

that have no existing station. At existing stations, the Project has no potential for 

hazardous material impacts because no physical changes are proposed to the existing 

facilities. At the sites where passenger serving structures are proposed, Phase I 

Environmental Site Assessments will be completed prior to any construction. ODOT and 

ORDC will ensure compliance with all applicable federal, state, and local regulations 

governing hazardous materials during construction. 

Cultural Resources

The Preferred Alternative would not have an adverse effect on cultural resources. As a 

result of identification and evaluation and in accordance with 36 CFR § 800.4(d)(1), 

ODOT and ORDC concluded that no significant historic resources would be affected by 

the undertaking. No land from within the National Register boundaries of the significant 

historic resources identified as the Harshman Weiffenbach House (MOT-239-10), the 

Cleveland Mall, Glen Echo Historic District, Dayton Power and Light Building Group, 

Dayton Motor Car Company Historic District, Oregon Historic District, Independent Order 

of Oddfellows, or the Dayton Terra-Cotta Historic District will be incorporated into the 

proposed improvements. No contributing features or components will be altered or 

removed by the proposed improvements at these locations. 

None of the resources located adjacent to the area of potential effects of the six stations 

would be altered by the construction of the proposed temporary depots. No land within 

the National Register of Historic Places boundaries would be incorporated into the 

proposed facilities and no new facilities would be incorporated into the historic 

boundaries. 

Impacts to significant archeological resources are not anticipated because of widespread 

disturbance and the negative effect modern land use has had on the landscape. 

Proposed rail elements including stations, sidings, and maintenance facilities will be 

constructed in areas previously disturbed by modern development. At these locations, 

no further archaeological investigations are recommended. However, further 

archaeological investigations are recommended if new right-of-way is needed for 

capacity additions in more rural upland areas including: Greenwich/Boyd Connection; 

and/or the Edison, Paget, Powell, or Plattsburg sidings. These siding/double track areas 

will be addressed further at the Tier-2 level if final design plans show the need for 

additional right-of-way. 

On September 9, 2009, the Ohio State Historic Preservation Office (OSHPO) concurred 

in accordance with the Advisory Council on Historic Preservation's regulations at 36 CFR 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

20 October 2010 

§ 800.4(d)(1), and issued a finding of "no historic properties affected" for the Preferred 

Alternative. See Appendix K of the EA. 

However, if the scope of the undertaking changes as the Project design advances, and it 

is determined that the Project modifications have the potential to effect cultural 

resources, additional consultation will be initiated in Tier-2 and ODOT and ORDC will 

complete updated determination of effects for historic properties. Project effects will be 

assessed to all properties listed in or determined eligible for listing in the NRHP. This 

assessment will include application of Criteria of Adverse Effect, pursuant to 36 CFR 

§ 800.5, and documentation according to the location of the historic property and 

standards and guidelines as described in ODOT’s Cultural Resources Manual. ODOT 

and ORDC will work with FRA to ensure compliance with Section 106 of the National 

Historic Preservation Act of 1966. 

Section 4(f) and Section 6(f) Resources

In general, section 4(f) resources include parks and recreation areas, refuges and 

historic sites. The 3C Quick Start Passenger Rail Project would not require the 

acquisition of land from any Section 4(f) resources. The Project will have no effect on 

the visual environment for any of the Section 4(f) resources because the rail corridor is 

an existing feature in the viewsheds. 

Significant noise impacts on Section 4(f) resources are not anticipated because the rail 

line is currently active. The number of trains per day varies greatly between the major 

cities within the 3C corridor, and is significantly more frequent between Galion and 

Cleveland (69 to 78 trains per day) as compared to the section between Cincinnati and 

Galion (12 to 25 trains per day). Existing service consists of freight service with the 

typical train configuration consisting of three locomotives and 100 rail cars with the 

exception of the Oasis Line, where the configuration is two locomotives and 30 cars. 

With the small number of trips proposed for the 3C Project, the incremental increase in 

noise levels will be negligible and will not result in significant noise impacts on Section 

4(f) resources. 

No significant impacts to or use of a 4(f) resource are anticipated from the Preferred 

Alternative. However, as the 3C Quick Start Rail Project proceeds into the next phase of 

analysis and Project design advances, additional studies will be completed as 

appropriate to reevaluate potential use of and impacts to Section 4(f) resources in close 

proximity to rail corridors. This will include verification of property boundaries and 

relevant features of the resource relative to the rail corridor and coordination with 

property owners and/or agencies with jurisdiction authority over the resources. ODOT 

and ORDC will work with FRA to ensure compliance with Section 4(f). 

Section 6(f) resources are recreational resources that have been developed with funding 

authorized under the Land and Water Conservation Fund Act (LWCF) of 1965, as 

amended; Public Law 88-578; 16 U.S.C.4601-4 et seq. Six recreational resources in the 

Project area are 6(f) resources: Edgewater Park (Cleveland), Rocky River Reservation 

(Berea), New London Reservoir (New London), McBride Park (Shelby), New Reid 

Memorial Park (Springfield), and Miamisburg Community Park (Miamisburg), however 

none of these resources will be affected by the Preferred Alternative. 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

21 October 2010 

Construction Impacts

Impacts from construction will vary depending on the type of activity performed and 

potential resources impacted; most construction impacts will cease immediately after the 

construction activity in an area is completed. While potential construction impacts and 

mitigation measures have been identified, specific construction impacts cannot be 

determined at this time because they depend on several factors that are determined 

during Tier-2 analysis, which will aid in the development of the final design and direct the 

efforts of the contractor before and during construction. 

The Preferred Alternative would create temporary impacts to traffic, air quality, noise, 

and vibration during construction from the operation of equipment and the potential 

temporary short-term closure of streets crossing the rail line during upgrades of crossing 

surfaces or localized track rehabilitation. Installation and rehabilitation of station facilities 

would create temporary construction impacts typical of urban low-rise building 

construction. Implementation and maintenance of industry-standard control measures 

(e.g., traffic control, dust/erosion and sedimentation controls, properly fitted emission 

control devices and mufflers, etc.) would be used to minimize the temporary impacts. 

Project construction activities would comply with local noise control ordinances where 

applicable, and may be controlled in a practicable manner by applying ODOT’s Special 

Provisions for Noise Control to the construction contract to minimize construction noise. 

These minor temporary impacts would cease upon completion of construction. 

Track improvements required for the Preferred Alternative require the replacement of 

some rail, crossties, and track ballast, plus other improvements to trackside equipment 

and facilities. These improvements are restricted to the current right-of-way and are 

generally considered maintenance procedures. A limited degree of new track 

construction is also required. Where a new second track is added, extension of culvert 

or bridge structures may be required with temporary construction impacts to the stream 

or bank. New track installation will also require subgrade preparation earthwork. 

Temporary impacts from those operations will be controlled through generally accepted 

industry abatement procedures. If potentially significant impacts are to occur during the 

construction of the Preferred Alternative’s improvements they will be mitigated in 

accordance with required State and Federal regulations with such measures to be 

identified during the Tier-2 analysis. Based on the EA investigation, the Preferred 

Alternative construction activities would not result in any significant impacts to the 

environment. 

Temporary impacts would be minimized by using best management practices, would 

cease immediately after the activity is completed and would not result in any long-term 

adverse impacts. Construction activities would comply with all applicable federal, state, 

and local statutes, regulations, and ordinances. Proper permits would be obtained 

where required. Following construction, temporarily impacted floodplains, wetlands, 

streams, and surrounding stream banks would be restored to their natural condition. 

Secondary and Cumulative Impacts

No adverse secondary or cumulative effects from the Preferred Alternative are expected. 

The direct construction impacts associated with the Ohio 3C Quick Start Passenger Rail 

Project are expected to be low because the Project generally will be confined to an 

existing railroad right-of-way, except for stations, and will involve operations of up to four 
Ohio 3C Quick Start Passenger Rail Service 

Draft Finding of No Significant Impact 

22 October 2010 

passenger trains on heavily used freight corridors. Thus, it is unlikely that the impact of 

the Project to a sensitive environmental resource when considered with other past, 

present and reasonably foreseeable future actions would result in an additional 

cumulative impact. In terms of direct operational impacts, which would potentially affect 

noise and traffic, the direct impact assessment accounts for cumulative conditions by 

considering existing levels, and no substantial impacts are anticipated. In addition, 

planned development and redevelopment projects, as well as induced development, 

would not cause a substantial secondary impact to station areas with sensitive 

resources. 

Conclusion

At the Tier-1 level of review, the FRA finds that the 3C Quick Start Passenger Rail 

Project as presented and evaluated in the July 2010 Tier-1 EA, satisfies the 

requirements of FRA’s “Procedures for Considering Environmental Impacts” and will not 

have a significant impact on the quality of the human or natural environment, following 

the implementation of the mitigation measures identified in this document and those 

which will be developed during the site-specific environmental documentation process 

for specific improvements. 

_______________________________ ___________________ 

Joseph C. Szabo, Administrator Date 

Federal Railroad Administration 

For further information regarding this document, contact: 

Wendy Messenger 

Federal Railroad Administration 

Environmental Protection Specialist 

1200 New Jersey Avenue SE 

Washington, DC 20590 

Phone: (202) 493-6396 

 

Timothy M. Hill 

Ohio Department of 

Transportation 

Administrator 

Office of Environmental Services 

1980 West Broad Street 

Columbus, Ohio 43223 

Phone: (614) 644-0377